Railway traffic controlling system



June 8, 1937. w. T. /POWELL RAILWAY TRAFFIC CONTROLLING SYSTEM FiledJuly 51, 1934 ATTORNEY Patented June 8, 1937 ATENT OFFICE RAILWAYTRAFFIC CONTROLLING SYSTEM Winfred 'r. Powell, Rochester, N. Y.,

General Railway Signal Company,

assignor to Rochester,

Application July 31, 1934, Serial No. 737,781

11 Claims. .(Cl. 246-3) This invention relates to traffic controllingsystems for railroads and it more particularly pertains to a system forthe remote control of power operated switch machines.

In a system of remote control of power operated switch machines for usein connection with terminals, interlocking plants and centralizedtraffic controlling systems, it is desirable that the various controlsand indications required for efficient operation of a switch machine beobtained over a minimum number of line wires'between the tower orcontrol office and the remote point where the switch is located.Therefore, one object of the present invention is to provide a simpleand reliable arrangement of line circuits and relays so organized thatseveral different distinctive controlling conditions may besimultaneously transmitted in response to the energization ordeenergization of the line circuits.

More specifically, this invention provides for the transmission of thecontrols required for a power operated switch machine over a singlepolarized line circuit and the provision in such circuit of an improvedarrangement for requiring the movement of the control lever at the timethe locking is not effective, in order to operate the switch machine insuch a manner that it will not operate after a train movement over theswitch until the operator shifts the control lever to its last previouseffective position.

Briefly, an electric lock equivalent arrangement is provided whereby inthe event that the operator shifts the switch machine control leverwhile the circuits have the switch machine locked against operation, itis necessary for the operator to restore the switch machine controllever into correspondence with the position of the associated switchmachine control relay before control of the switch machine is obtained,regardless of whether the switch machine remains locked or becomesunlocked in the interim.

Various other characteristic features and advantages of the inventionwill be in part apparent and in part specifically pointed out as the de-,scription thereof progresses.

In describing the invention in detail reference will be made to theaccompanying drawing, which is a diagrammatic illustration of the present invention as applied to the control of a single track switch at aremote location.

' applied to a single track switch and preferably associated with anautomatic block signal system of the type, for example, as disclosed inthe pending application of S. N. Wight, Ser. No. 120,423, filed July 23,1926.,

With reference to the accompanying drawing, the railroad track switch TSis illustrated as connecting the rails 3 of a main track to the rails 4of a diverging or turn-out track. Track switch TS is operated by a powerdriven switch machine SM which may be of any suitable type such, forexample, as disclosed in the patent to W. K. Howe, No. 1,466,903 datedSeptember 4, 1923. This switch machine may be provided with a dualcontrol selector to permit hand operation of the track switch such asshown, for example, in the patent to W. K. Howe, No. 1,852,576, datedApril 5, 1932.

The main track adjacent track switch TS and a portion of the divergingtrack to the fouling point comprises a detector track circuit of theclosed "circuit type with the usual track battery 5 and track relay T,which detector track circuit is insulated from the rest of the tracklayout by the usual insulated joints.

Traffic over the track switch in an east bound direction is governed bysignals I and ID on the main track and on to the turn-out trackrespectively. Traffic over the track switch in a west bound direction isgoverned by signals 2 and 2D on the main track and off the turn-outtrack respectively.

The track switch and the switch machine are preferably provided withpoint detector contacts of some suitable type such, for example, asdisclosed in the patent to C. S. Bushnell, No. 1,517,- 236, datedNovember 25, 1924. These point detector contacts are employed toenergize a' switch position repeating relay of the usual polar neutraltype in accordance with the position and the locked or unlockedcondition of the track switch, but since this particular feature formsno part of the present invention it has been omitted from the disclosurefor the sake of simplicity.

Referring to the drawing, a retained neutral polar relay WZ of themagnetic stick type is governed from the control office over a suitable"polarized line circuit including line conductor WL. This relay may be,of any suitable type in which the polar contacts are operated to oneextreme position or the other-in response to current flow over the linecircuit in a particular di-= The neutral contacts of this relay remainpicked up as long as the rerection or another.

lay is energized andfor a short'period of time thereafter. Alsotheneutral contacts of this relay are not released when the currentthrough.

the winding is suddenly reversed. Such operation may be obtained, forexample, in the manner disclosed in the patent to F. C. Larson, No.1,852,-

210 issued April 5, 1932.

method of obtaining this feature forms no part of the present inventionand since it is wellv known to those skilled in the art, the operationof this relay is merelyindicated by associating the relay with contactsII, 12 and I3 of the associated signals with a dottedrline to indicatethat the relay is energized when the signals are all at stop.

Normally energized lock relay L is provided to lockthe associated switchcontrol circuit against operation Whenever the track section is occupiedand whenever a signal is clear. Such a condition is obtained byde-energizing relay L to open the control line circuit extending torelay WZ. As long as the track section is not occupied and all signalsare at stop relay L is picked up and the switch control circuit iseficctive for operation.

In thecontrol 'omce, signal control lever SGL is indicated ascontrolling the signals at the remote point by means of signal controlline conductor GL. Since this operation forms no part of the presentinvention it is merely indicated by a dotted line, the detailed circuitsbeing omitted. Switch machine control lever SML in the control ofiice isfor the purpose of controlling the associated switch machine, thedetailed operation of which will be explained later.

To simplify the illustrations the circuits are illustrated in aconventional 'manner with the symbol indicating the positive terminaland the symbol indicating the negative terminal of a suitable battery orother source of current, with the circuits to Which these terminalsareconnected having current flowing from to Symbol (13+) is associatedwith the terminal and symbol (B) isassociated' with the terminal ofsuitable batteries B and B located in the control ofiice and at thefield station respectively. These batteries or other sources of currenthave mid-taps (CN) which are connected together by common line conductorC extending between the remote locations.

In accordance with the present invention it is contemplated that thetrack adjacent to switch TS will in practice be provided with tra ckcire cuits, way-side signals, line circuits and the like, constitutingsuitable approach looking for the switch. The specific details of suchapproach locking circuits and other cooperating circuit arrangements'areimmaterial to the present invention and therefore have been omitted.

It is believed that furthen description 'ofthe present invention willbest'set forth the characteristic features and functions of the systemby considering the operation under certain characteristic or typicalconditions.

Operation Normal conditions-With the detector track section unoccupiedand with the switch control lever SML in the position illustrated thevarious devices, relays and circuits assume positions and conditions ofenergization as illustrated. Since. it is assumed that the track sectionis unoccu-- pied track relay T is normally energized. Since: all signalsare at stop a circuit is completed for energizing relay M. With relays Mand T energized a circuit is closed for energizing relay L whichextends'from front contact 6 of relay M, front contact 1 of relay T andwinding of relay L, to

Relay WZ is energized over a circuit extending from the (B+) terminal ofbattery B, lever SML in its normal position, line WL, front contact 8 ofrelay L, winding of relay WZ, front contact 9 of relay WZ and lineconductor C, to (CN). Current over this circuit maintains the neutralcontact of relay W Z picked up and positions the polar contacts to theright.

Manual control of track switch-It will now be assumed that the operatormoves leverSML to its reverse dotted line position. The contacts of thislever are preferably of the snap action type so that there never will bemore than a momentary interruption of current flowing in. the linecircuit due to the switching of these contacts from one position toanother.-

The actuation of lever SML to its reverse position closes a. circuitfrom the (3-) terminal of battery B, over the contact of lever SML inits, reverse dotted line position and over the re- 35 mainder of thepreviously described circuit to (CN). The sudden reversal of currentover this circuit does not drop contact 9 of relay WZ but the polarcontacts of this relay are actuated to the left.

Polar contact In of relay W2 is the purpose of operating the switchmachine to its normal and its reverse positions in accordance with theposition of relay WZ. The detailed circuits for providing this operationare not shown but are merely indicated by the dotted line connec- 45tion leading from the contacts of relay WZ to the switch machine.

The operation involved in actuating the track switch from its reverselocked position to its normal locked position is merely the inverse 50of that described and need not be specifically pointed out. It need onlybe mentioned that the return of lever SML to its normal positionreverses the current flow through relay WZ for p t n the polar contactsof this relay back to their right hand (normal) positions and thatduring this reversal of current through the winding of relay WZ neutralcontact 9 is not dropped so that the normal circuit for the relay 60 isnot interrupted.

Manual control of signals.-Assuming clear traffic conditions, eithersignal I .or 2 may be cleared'with the track switch in a normal positionand signal ID or 2D may be cleared with the track switch in a reverseposition. The

relay L at front contact 6 causing relay L to be de-energized. Thedropping of front contact 8 of relay L locks the switch control circuitsso that the operator does not have control over relay WZ during the timethat a signal governing traffic over the track switch is clear. Theopening of front contact 8 of relay L de-energizes relay WZ which dropsneutral contact 9 and leaves the polar contacts in their last operatedpositions.

Electric lock equivalent-In the event that the operator actuates leverSML to a new position while the track switch is locked, as indicated byrelay L being de-energized, this actuation is ineffective to conditionthe control circuits. With the circuits in the conditions indicated, itwill be assumed that relay L is dropped and that the operator actuateslever SML to its reverse position before relay L is picked up. It willbe understood that relay L may be dropped by the clearing of a signal orby the occupancy of the track section as above described. Since theswitch control line circuit WL is open at front contact 8 of relay L theactuation of lever SML is in effective to energize relay WZ.

In the event that the switch becomes unlocked (relay L picking up) whilelever SML is in its reverse position relay WZ will not be energizedbecause the (B) terminal of battery B is connected over the switchcontrol line circuit and winding of relay WZ, back contact 9 of relayWZ, resistance RS and contact M of relay WZ to the (3-) terminal ofbattery B It is therefore necessary for the operator to restore leverSML to its normal position before control of the W2 relay can bereestablished. This closes a circuit from the (B+) terminal or" batteryB, lever SML in its normal position, conductor W'L, front contact 8 ofrelay L, winding of relay WZ, back contact 9 of relay WZ, resistance RS,contact M of relay WZ in its right hand (normal) position, through theright hand portion of battery B in a direction which aids the right handportion of battery B and over conductor C to the (CN) tap of battery B.This picks up the neutral contacts of relay WZ and at its neutralcontact 9, the winding of this relay is connected to common conductor Cwhich 50 conditions the circuit that the actuation of lever SML toeither position will effect the operation of relay WZ to a correspondingposition.

Assuming the reverse condition, the actuation of lever SML to its normalposition (with relay WZ actuated to the left) connects the (13+)terminal of battery B to the (B+ terminal of battery B through contact Mof relay WZ in its left hand dotted position. This is of course assumingthat relay WZ was de-energizedby the opening of front contact 8 of relayL after which contact 8 was again closed.

Under this condition it becomes necessary for the operator to positionlever SML in its reverse dotted line position to energize relay WZ overa circuit extending from the (3-) terminal of battery B, lever SML inits reverse dotted line position, conductor WL, front contact 3 of relayL, winding of relay WZ, back contact 9 of relay WZ, resistance RS,contact M of relay WZ in its left hand dotted position, (B+) terminal ofbattery B through the left hand portion of battery B and over conductorC to the (CN) tap of battery B. This will energize relay WZ and closeits front contact 9, after which the polar contacts of this relay can beactuated to normal and reverse positions in response to the operation oflever SML to corresponding positions.

It is to be understood that although only one specific embodiment of thepresent invention has been disclosed the principles ,ofthe invention maybe applied to various other types of systems and that various types oftrack lay-outs maybe controlled in a similar manner without departingfrom the spirit of the present invention. The present disclosure hasbeen chosen merely for providing a simplified showing which could beclearly described in the specification.

Having described a traffic controlling system for one specificembodiment of the present invention, it is desired to be understood thatthe form is selected to facilitate in the disclosure rather than tolimit the number of forms which it may assume and it is to be furtherunderstood that various modifications, adaptations and alterations maybe applied tothe specific form shown in order to meet the requirementsof practice, all without in any manner departing from the spirit orscope of the present invention except as limited by the appended claims.

Having described my invention, what I claim 1. In a centralized trafficcontrolling system ing the control of said relay by said lever, meanscontrolled by said second locking means for allowing the control of saidrelay by said lever only providing the polar contacts of said relay'andsaid lever are in correspondence, and means controlled by said relay forgoverning the operation of said track switch.

2. In a centralized trafiic controlling system for railroads, a tracksection, a track switch associated with said section, a switch controlrelay for controlling said track switch, a control circuit. a first anda second source of current, a first control means including controllever contacts for distinctively connecting said first source of currentto said control circuit,'means responsive to the distinctive connectionof said first source to said control circuit for distinctivelycontrolling said switch control relay, a second control means controlledby said switch control relay for distinctively connecting said secondsource of current to said control circuit, a lock relay, meanscontrolled by said lock relay for preventing the energization of saidcontrol circuit from'either of said sources, and circuit means includingsaid first and said second control means in noncorresponding positionsfor preventing the energization of said control circuit from either ofsaid sources.

3. In a centralized traffic controlling system for railroads, a tracksection, a track switch associated with said section, a switch controlrelay for controlling said track switch, a control circuit, a firstsource of current and a second source of current, a first control meansincluding control lever contacts for distinctively connecting said firstsource of currentto said control circuit, means responsive to thedistinctive connection of said first source to said control circuit fordistinctively controlling said switch control relay, a second meanscontrolled by said switch control relay for distinctively connectingsaid second control source of current to saidcontrol circuit, alockrelay, means controlled by said lock relay for preventing theenergization of said control circuit from either of said sources,circuit means including said first and said second control means innoncorresponding positions for preventing the energization of saidcontrol circuit from either of said sources, and means responsive to theenergization of said control circuit for governing said track switch.

4. In a centralized traffic controlling system for railroads, a tracksection, a track switch associated with said section, a switch controlrelay for controlling said track switch, a control circuit, a firstsource ofcurrent and a second source of current, a first control meansincluding control lever contacts for distinctively connecting said firstsource of current to saidcontrol circuit, means responsive to thedistinctive connection of said first source to said control circuit fordis .tinctively controlling said switch control relay, a second controlmeans controlled by said switch control relay for distinctivelyconnecting said second source of current to said control circuit, a lockrelay, means controlledby saidlock relay for preventing the energizationof said control circuit from either of said sources, circuit meansincluding said first and said second control means in non-correspondingpositions for preventing the energization of said control circuit fromeither of said sources irrespective of the position of said lock relay,and means responsive to the energization of said control circuit forgoverning said track switch.

5. In a centralized traffic controllin system for railroads, a tracksection, a track switch associated with said section, a switch controlrelay for controlling said track switch, a control circuit, a firstsource of current and a second source of current, a first control meansincluding control lever contacts for variably connecting said firstsource of current to said control circuit, means responsive to thevariable connection of said first source to said control circuit forvariably controlling said switch control relay, a second control meanscontrolled by said switch control relay for variably connecting saidsecond source of current to said control circuit, a lock relay, meanscontrolled by said lock relay for preventing the energization of saidcontrol circuit from either of said sources, circuit means includingsaid first and said second control means in non-correspondingpositionsfor connecting said sources of current in opposing relation to saidcontrol circuit, and circuit means including said first and said secondcontrol means in corresponding positions for connecting said sources ofcurrent in aiding relation to said control circuit.

6. In a centralized trafiic controlling system for railroads, a tracksection, a track switch associated with said section, a switch controlrelay for controlling said track switch, a control circuit, a

first source of current and a second source of current, a first controlmeans including control lever contacts for variably connecting saidfirst source of current to said control circuit, means responsive to thevariable connection of said first source to said controlcircuitior'variably controlling said switch control relay, a second controlmeans controlled by saidswitch control relay for variably connectingsaid second source of current to said control circuit, a lock relay,means controlled by said lock relay for preventing the energization ofsaid-control circuit from either of said sources, circuit meansincluding said first and said second control means in noncorrespondingpositions for connecting said sources of cur rent in opposing relationto said control-circuit, circuit means including said first andsaidsecond means in corresponding positions for connecting said sourcesof current in aiding relation to said control circuit, whereby saidopposing or said aiding connections prevent or permit respectively thecontrol of said switch control relay by said lever.

7. In a centralized trafiic controlling system for railroads, a tracksection, a track switch associated with said section, a switch controlrelay i for controlling said track switch, a control circuit, a firstand a second source of current, a first control means including controllever contacts for distinctively connecting said first source of currentto said control circuit, means responsive to the distinctive connectionof said first source to said control .circuit for distinctivelycontrolling said switch control relay, a second control means controlledby said switch control relay for distinctively connecting said secondsource of current to said control circuit, a lock relay, meanscontrolled by said lock relay for preventing the energization of saidcontrol circuit from either of said sources, and circuit means includingsaid first and said second control means for preventing the energizationof said control circuit from either of said sources.

8. In a centralized traffic controlling system for railroads; a poweroperated track switch; a retained neutral polar control relay forcontrolling the power operation of said track switch; a lock relay forat times locking said track switch; a switch control lever; a source ofenergy associated with said control lever; a line circuit conmeetingsaid lever and said control relay, said circuit having one polarity orthe other applied thereto from said source depending upon theposition ofsaid lever, and said circuit including a contact of said lock relay anda front neutral contact of said control relay, whereby operation of saidlever causes operation of the polar contacts of said control relay onlywhile the contact of said lock relay is closed and only while saidcontrol relay neutral contacts are picked up; and circuit meansincluding a back neutral contact and a polar contact of said controlrelay for pick line circuit.

9. In a centralized traflic controlling system for railroads; a poweroperated track switch; a retained neutral polar control relay forcontrolling the power operation of said track switch; a lock relay forat times locking said track switch; a switch control lever; a source ofenergy associated with said control lever; a line circuit connectingsaid lever and said control relay,said circuit having one polarity orthe other applied thereto from said source. depending upon the positionof said lever, and said circuit including acontact of said lock relayand a front neutral contact of said control relay, whereby operation ofsaid lever causes operation of the polar con.-

tacts of said control relay only While the contact of said lock relay isclosed and only while said control relay neutral contacts are picked up;a source of energy at said control relay; and circuit means including aback neutral contact and a polar contact of said control relay forconnecting said source of energy at said control relay in series withsaid control relay with one polarity or the other depending on theposition of said polar contact, and so as to allow current flow in saidline circuit only when said control lever and said polar contacts ofsaid control relay are in corresponding positions; whereby operation ofsaid switch requires correspondence between said 7 lever and saidcontrol relay following each 010- sure of said line circuit by said lockrelay after an opening of the line circuit.

10. In a centralized tramc controlling system for railroads, a tracksection, a track switch associated with said section, a control lever, acontrol relay having neutral and polar contacts, a single controlcircuit including said neutral contacts in one position distinctivelyenergized in accordance with the position of said lever for distinctlycontrolling said polar contacts, means controlled by a first polarcontact of said relay for governing the operation of said track switch,and means controlled by said neutral contacts in another position and asecond polar contact of said relay for permitting or preventing thecontrol of said relay by said lever in accordance with thecorrespondence or noncorrespondence respectively between said lever andsaid second polar contact.

11. In a centralized traflic controlling system for railroads; a tracksection; a track switch associated with said section; a control lever; acontrol relay having neutral and polar contacts; a source of energy; asingle control line circuit including the winding of said control relayand its neutral contacts in one position distinctively energized inaccordance with the position of said lever, whereby the polar contactsof said control relay are distinctively controlled; means controlled bya first polar contact of said control relay for governing the operationof said track switch; and means controlled by said neutral contacts inanother position and a second polar contact of said control relay forpermitting or preventing the control of said control relay by said leverin accordance with the correspondence or non'correspondenoe respectivelybetween said lever and said second polar contact.

WIN'FRED 'T. POWELL.

